Automatic air and steam coupling.



J. v ROBINSON. AUTOMATIC vAIR AND STEAM COUPLING. 7

APPLICATION FILED AUG. 26, 1909.

Patented Oct; 26, 1909.

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6 "mum/19d J. V. ROBINSON.

AUTOMATIC AIR AND STEAM COUPLING. APPLICATION FILED AUG. 26. 1909.

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I a V I 633 I J I lrcom a J. V. ROBINSON. AUTOMATIG AIR AND STEAM UOUPLING.

APPLICATION FILED AUG. 26, 1909.- 937,961 Patented Oct. 26, 1909.

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lmi/immm J. V. ROBINSON. AUTOMATIG AIR AND STEAM COUPLING.

Patented Oct. 26, 1909.

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UNITED STAWENT OFFI E JOSEPH v. ROBINSON, O'F'SALEM, OREGON.

AUTOMATIC AIR AND STEAM COUPLING.

Specification of Letters Patent.

Patented Oct. 26, 190?;

Application filed August :26, 1909. Serial No. 514,785. R S S 1-1 To all '2071 am it mayxconcem."

Be'it known that l, losnrn V. Romxsox, citizen of the linited States, residing at Salem, in the county of Marion and State of- Oregon, have invented certain new and useful Improvements in Automatic Air and Steam (ouplers,.0f which the following is a specification.

This invention relates to improvements in automatic signal air, brake air, and steam couplersjor railway ars, the object of the invention being to provide an exceedingly simple, inexpensive,and eil'ective. coupler, whose members will automatically engage ach other and brine all pipe c nnections directly together, forming an absolutely air and steamtight.- jointsimultaneously. with the coupling of the cars, and will in like manner become disengaged when theuncoupline of the cars takes place.

An important feature of the invention resides in the provision of avery advantagz eous means for supporting the coupling, members in order that they may accommodate themselves to the swaying movement and inequalities in the height of various cars and tracks.

More particularly the invention includes the special construction of the coupling members and the.particular manner, in

which they are-coimccted with. the supporting means therefor.

Another most essential feature of the invention resides iu-the'mounting oi the coupling members, wherein they are connected to their respective supporting brackets by means of ball and socket connections, and

.the invent ion involves broadly, also, the cu ployment, of springs co-actimg with the coupling: members. so as to normally hold them in horizontal operative positions. at the same time permitting the necessary moveirent oi? the members totacilit-ate coupling thereof as cars are brought together.

in the accompanying drawings l igure 1 is a side elevationshowing the invention applied to a draw-bar, the coupling mei'ubers being; connected together as when in actual bar, parts (it the structure being shownin section. is a front elevation. of the structure shown in Fig. 2.. Fins. 4' and 5 are detaih perspective views of dogs heieinafter refer-red to. Fig. (Sis aaear view of one l i' 2 is-a side elevation of one of thecoupling attachments connected to a drawof the coupling heads taken on the line-(LA; of Fig. 2 with the hose conneetions being omitted. Fig. 7 is a fragmentary sectional view taken on the line 7-7 of Fig. 6. Fig. 8 is a view showing the supporting bracket inv front elevation. Fig. t)- isa. detail view of the lug to which the supportingbracket is secured. Fig. 10 is a sectional view of a inoditicd form of coupling head. Fig; 11 is at'ragmentary section taken on:the line 11-l.l of. Fig. 10. Fig. 12 is a fragmentary section of another modification relating" to the ball and socket connection, and Fig; 13- is a section similar to Fig. 10 showing a' modification in the coupling head.

vInasmuch as both members of tlie coup ling member.

In the drawings 5 designates a.- general type of draw-bar used by modern railroads showing the air and steam coupler attached thereto by means of a lug (i, to which is secured a brace 7, provided with a ball socket 8, having a flared portion 9 hereinafter more fully described; The numeral 10 represents the coupling member carried'by the brace or bracket 7 in said ball socket, said coupling member being" normally supported in a hori zontal operative position by means of. at conical shaped tension spring L1,.the metal of which is ta tered from the base portion of: the spring coilto the apex thereof. The use of the spring 11.. is extremely important, because it has peculiar yielding functions read it y permitting the. coupling; member or head 12 to move into various positions at an angle to the bracket 7, such movement. being highly desirable in order to accommodate the coupling members to the swaying-11lovement and inequalities in the height ofvarious cars and tracks.

The coupling head: 12 is-provided with the brake air pipe 13, the signal air passage 1'4,

and the, steam heat: passage 15, the latter preferably 'brass, and has a groove 10- around its face within which is secured a slightly vulcanized rubber ring18 extending slightly forward of thc'face ofvthe said seat 16. The seat 16 has two inwardly projecting lugs 19 to facilitate removal thereof by a wrench or spanner.

In the ends of the brake air pipe 13 and the signal air passage 14 are secured resilient gaskets 20 and 21 extending about one thirtysecond of aninch in advance of the face of the coupler.

distance corresponding to the thickness of the headggat its o or edge, as shown, and said portions of the guldes form a straight walled socket 12- which is extremely desirable, be-

' cause the said socket is adapted to receive drawings.

therein. the spaced portions 24 and 25 of the opposite coupling head when the two heads are brought together. The edges 24 and 25 are fitted snugly between the straight walls ofthe socket 12 of the cotiperating head and are co-extensive therewith whereby when the coupling is completed it is impossible for any outsidelateral influence to accidentally cause the heads to buckle or tilt one upon the other. The peculiar formation of the guides 22- and 23 which provide the sockets 12' also add materially to the practicability of couplings of this type, by reason of the fact that the said constructionprevents the faces of the heads 12 from a surface sliding movement independent of eachother after the said heads have been coupled. It will be apparent that when cars are being coupled together the heads 12' are lined up .by means of the guides 22 and 23, said guides curving outwardly from the walled socket 12 thereof, as clearly shown in Fig.7 of the Each head 1.2 is provided with a pair of yieldable electric contacts 26 arranged at opposite sides of the brake air pipe 13, said electric contacts being for the purpose of connecting the lighting circuit between passenger coacheswhen'such may be required,

and are arranged in small casings of insulation shown at 27, and connected with suitable wires 26, which are included in the lighting circuit of the car. The contacts 26 are brought together when the heads 12 are coupled, and it will be apparent therefore that when cars lighted by electricity are be \Vhen the heads come together der to make such electrical connections,

whereby the current for electric lighting is electrical. contacts-26 are also effectively con.

nected, and since the surfaces of the coupling heads are prevented from rubbing up and down, or sidewise. when the cars are coupled, there is no unnecessary wear on the gaskets, and a perfect connection .is insured. The steam heat seat 16 projects slightly in advance of the face of the coupler head, and the gasket therein assists informing a steam tight connection when the two coupling are brought together.

Each head 12 projects about an inch and a half in advance of the pulling face of the draw-bar 5, and when the heads are brought together they will move rearwardly in a slid-able inanner through the guide ball 28 until the faces of the connector heads are in 5, at which'tiine the cars and air-couplings will be effectively connected.

The airand steam pass-ways end in necks at the back of the head 12, around each of which secured. by means of clamps 29, a. piece of ordinary air and steam hose 30 of any suitable length; and in the ends of these hose are secured ordinary air and steam nipples 31, 32, and 33.

Thecavities and are for the purpose of making the connector head lighter, and rendering it easier for the spring 11 to hold. the head in a normal horizontal position when the cars are disengaged. I

The ball socket 8 of the bracket 7 is constructed of two pieces 7 and 7, see Fig.8, held together by bolts'36, 37 and 38. With in the socket 8 is the guide bail 28 through which passes the air brake pipe. 13, the latter having two lugs or keys 39 and a0 operating 1n key-ways 41 and d2 of the guide ball '28.. The purpose of the lugs 39 and 40 is to prevent the air brake pipe 13 from turning within the guide ball. The said ball has grooyes 4-3 and M formed on the upper and lower portions thereof into which project dowel pins &5 and it which are seated in sockets i'l' andl-S in the adjacent portions ofto the back of the coupling head 12. by'dogs- 49. The said dogs 49" are spaced on the hack of the coupling head at an angle to the direction in which th r spaced ontl Said spring 11 is attached to the I ball socket. While the head may move readily in anydirection to the angle indicated by the tapered portion 90f the ball socket, the spring 11 will always be held in position by the dogs as aforesaid, thus causing the spring to be placed under tension when the head moves, and-as the normal position of the spring is horizontal, the same will always return to this position bringing with it the coupler head when the stress moving the same angularly is relieved. The axis of the spring 11 maybe said to be concentric with the ball socket.

As the coupling heads are always carried by the draw-bars 5 there'will be unequal distance between the two suspension points or lugs, always insuring the same tension upon the spring 11. I To attach the coupler to a draw-bar of a passenger coach or freight car it is. but necessary to drill four holes in the underside of the draw-bar, tap them out and secure the lug 6 thereto by means of screws 51 and 52. The bracket 7 may then be attached to the lug 6 by means of the bolts 36 and 37, connect the hose 53, 54 and 55 to the nipples 31, 32, and 33, and the coupler is then ready to automatically perform the work for which it .is intended.

A very important advantage of the new coupler consists in being able to immediately make air and steam couplings with cars not equipped with the automatic device. 'lo perform this operation it is but necessary to disconnect the car hose from the hose of the automatic coupler, and connect them to the hose of the car not equipped with the automatic device.

Under certain conditions of service it may be desirable to connect the train pipe 'coupling hose directly to the back portion of the coupling heads 12, omitting the short coup ling hose 30. By loosening the bolts 36 and 37 the coupler may be moved forward along, the slots 56 and 57 of the lug 6 until the desired compression of the spring is brought to bear upon the connecting points-of the coupler, thereby forming a perfect air and steam connection. Such adjustment. may be made at. any time but preferably at the time the connector is originally placed on the car.

The design of the coupler for freight cars, shown in Fig. 13, is substantially similar to that of the passenger car with the exception that instead of three pipes there is but one, the central brake air pipe 58. The holes or cavities 56 and 57 are provided for the purpose of permitting the signal air and steam pass-ways to enter without damage to the gasket or steam heat seat, when making a coupling between a freight car and passenger coach, or in other words, mixing a train. An car 58 is made a art of each section of the bracket 7 and a og 50 straddies the ears and is held in place by means of a bolt 38. The bracket 7 is made in two .sections so as to enable the ball 28 to be easily placed thereinwhen assembling parts. As'the device has a face Contac difiiculty whateverovill be encountered when separating the two couplers, nor 'will the air pipes beneath the car he in any manner affected when cars are disconnected as is the case with devices nowcommonly in use.

Figs. 10 and 11 illustrate a modification of the invention in which the air brake pipe 13' has its outer portion divided into branched ways 13", and in like manner the signal air passway 14 has branched portions 14", and the steam heat passway'lfi the similar portions 15"; The outer ends of the branched passways of the main passways 14 and 15", and'the pipel3', of each coupling head, are formed with male and female por tions at 14*, 15*, and 13* respectively, said portions being adapted to match or fit snugly within similar portions of the adjacent head. It will be apparent that the increased number of the co-acting interlocking. portions 14", 15 and 13*, will increase the tightiiess of the connections between the several passways' of the coupling beads in an advantageous manner.

The modification of the invention shown in Fig. 12 int-elves the use of a ball '28 mounted in the bracket 7, said ball being provided with short grooves 43 into which project the; pins 45. It will be apparent that in the use of such a ball and socket if the spring employed to hold the coupling head in a horizontal position becomes broken or gives too much.the pins 45' prevent downward movement of the head. by reason of the interlockingconnections with the ball 28'.

Having-thus described my invention, what I claim as new is: 1

1. In an automatic coupler, the-combination of a supporting bracket, a coupling head supported at one end for oscillation in said bracket,'train pipe connections attached to the head. a spring between the bracket and head, and means positively securing the ends of the spring to the bracket and head respectively, said spring and securing means constituting the only means for normally supporting the head in operative position for coupling and resisting the aforesaid oscilla' tion.

2. In an automatic train pipe coupler. the combination of a supporting bracket, a coupling hcad su iportcd at one end for oscillation in said bracket. train pipe connections attached to said head, a coiled spring between the bracket and head, and sets of dogs positively secured to the bracket and headdevice thereon, a coupling head slidably mounted on the ball, means to prevent rotation of the head with respect to the ball. a

spring yieldably supportmg'the. head a predetermined position, and train pipe connections attached to the head.

. In an automatic train pipe coupler, the

combination of a support having a socket,

ball. mounted in the socket, means for preventing the ball from rotating from right to left, a coupling head mounted on the ball for movement therewith, and train pipe con nections attached to the head.

6. In an automatic train pipe coupler, the

combination of a supporting bracket, a ball and socket device thereon, an osc llatory coupling head having a-rearwardly extending brake air pipe slidable. in the ball, said air pipe having lugs coiiperating With the ball to prevent independent rotation of the head, a spring encircling said pipe and normally-holding the head in a horizontal position, and train pipe connections attached to the head.'

7. In a deviceof the character set forth, the combination with a draw-bar of a railway car of a lug connected. to the bottom of said raw-bar and being provided with a pair of slots, a two part brace connected to the opposite sides of said lug and extending downwardly therefrom, the adjacent faces of said brace parts being provided with'a ball socketi the front and rear portions of which areflared, a ball carried in said socket and having a central opening, a coupling head having a pipe extending through said ball opening, and means for maintaining the coupling head in proper operative relation tosaid brace.

8. In an automatic coupler of thc'charactor set forth, the combination of a brace provided with a ball socket, a ball. in said ball socket, a coupling head in. front of said brace and having a pipe extending rcarwardly through saidball in a horizontal direction, means to prevent rotation of said coupling head with respect to the brace while oscillation thereof is permitted through said ball, and means connected positively to the brace and the head to maintain the head normally in position with said pipe horizontal.

in an automatic coupler of the char .acter set forth the combination of a rigid brace having an opening thcrethroughyfrom front to-rear, said opening terminating in es'nocr flared portions, a member mountedin said opening for oscillation, a coupling head in front of said brace having a pipe extending horizontally rearwardly and through said member and whereby the coupling head may oscillate with respect to the brace, means to prevent rotation of the coupling head with.

including a pipe extending riormallythrou'gh said ball, meansto prevent rotation of'the ball around the axis of said pipe and yet permit-ting oscillation thereof the brace in. other directions, means to prevent rota tion of the said head and pipe with respect to the ball, and means to connect the said head to said brace.

11. In a device of the character set forth, the combination of a brace .havinganopening therethrough," a coupling head in front of said brace and-including a pipeiextend- I mg rearwardly through sald opening and 1n which the coupling head and pipe may oscillate, and a spring connecting the head and brace together: and normally holding the head withthe pipe in horizontal position, said spring consisting of a conical spiral, the metal of which tapers from the base toward the apex thereof.

125The combination of a brace comprising two parts, the adjacent faces of which are provided with a socket and terminating at-their lower ends-1n registering cars, a

coupling member including a pipe extending normally in ahorizontal direction through said soc'ket, acoiled spring between thesaid headand the said brace, and hooks posi-' tively connecting said spring to the head and to the brace, one of'the said hooks embrac ing said brace ears.

13. The hereindescribed coupling head for an automatic coupler comprising a rigid body port on'having steam passages therethrough, a metallic connector seat screw threadedjinto'said Jassageway, and a gasket seated in the face cl said connectorseat, said connector seat projecting slightly in advance of the face of the coupler.

'14. The hercindescribed com ing head for an automatic train pipe coup er comprising a body portion having a plurality of steam and air passages therethrough, aimetallic connector seat mounted in one of said passages and projecting slightly in front of the face of the coupling headf a resilient gasket surrounding. each of sai passages, a pair of guides connected to. said head 'said guides extending forwardly from the head at right angles thereto and thencc curving slightlyputwardly from each other.-

5. The heg'eindescribed automatid ler for railway cars comprising a body por- In testimony whereof I afiix signature tipn having rearwardly projectin integral in presence oftwo witnesses. plpe sections, a short section of use. er I JOSEPH V ROBINSON manen tly clmnpmlto the rear end ofeac oi .5 the said pipe sections, and a conventional Witnesses: coupler mpple ermanently attached to the J. F ROBE, rear end of we of said sections of hose. N. 2.1km. 

